Automatic pilot for airplanes



May 30, 1944. 5 FRAN|$ 2,350,024

AUTOMATIC PILOT FOR AIRPLANES Filed Dec. 9, 1940 6 Sheets-Sheet 1 INVENTOR, far/ f7w/7c/5.

ATTORNEY.

May 30, 1944. E. H. FRANCIS v AUTOMATIC PILOTTOR AIRPLANES Filed Dec. 9, 1940 6 Sheets-Sheet 2 INVENTOR, fd/'/ /7. Wave/5, BY ATTOHNBY.

E. H. FRANCIS 2,350,024

AUTOMATIC PILOT FOR AIRPLANES May 30, 1944.

Filed Dec. 9, 1940 6 Sheets-Sheet 3 /IIIIIIIIIIIIIIIII| INVENTOR,

-ZW/ Wave/3. BY

y 1944. E. H. FRANCIS AUTOMATIC PILOT FOR AIRPLANES NNN 6 Sheets-Sheet 5 INVENTOR, 7400/5. ATTORNEY.

Filed Dec. 9, l9 0 Egg y 1944- E. H. FRANCIS AUTOMATIC PILOT FOR AIRPLANES Filed Dec. 9, 1940 6 Sheets-Sheet 6' ATTORNEY.

A a/V M FEW/764's.

Patented May 30, 1944 AUTOMATIC PILOT FOR AIRPLANES Earl Henry Francis, Kansas City. Mo. Application December 9, 1940, Serial No. 369,242

ZCIaims.

This invention relates to improvements in automatic pilots for dirigible crafts, and particularly for airplanes.

It is the principal object of this invention to produce an automatic pilot for maintaining the b airplane on an even keel, at a constant altitude, and in a straight away direction, should the operator for any reason lose control of the airplane.

Another object of the present invention is the provision of an automatic pilot having means controlled by an altimeter to maintain the airplane at a substantially constant altitude.

Still another object of the invention is the provision of an automatic pilot having manually adjustable means to determine the angle of ascent or descent of an airplane and means controlled by an altimeter, whereby when a predetermined altitude has been attained, said ad- Justable means will be made inoperative, and

the airplane will maintain a stabilized flying position.

A further object of. the present invention is to provide an automatic pilot including liquid level electric switches, normally open when the member having an electric switch associated therewit which is normally held open as the operator grips the control member, and permits the switch to close when the operator releases his grip whereby an electrically operated means functions to maintain said stabilizing means in g on line or PM I proper relation to maintain said airplane at a substantially constant altitude, and in a straightaway direction.

A still further object of the invention is the provision of liquid level switches operable to con- 4 trol the circuits whereby the stabilizing means will operate to cause the airplane to roll, loopthe-loop, etc.

Other objects are simplicity of construction,

accuracy and efficiency of operation, and adaptability to any type of dirigible crafts.

With these objects as well as other objects which will appear during the course of the speciiication, in view, reference will now be had to the drawings wherein:

Fig. i is a diagrammatic perspective view of an airplane showing the aileron mechanical control means embodying a portion of this invention.

Fig. 2 is a figure similar to that shown in Fig. 1

with the elevators and elevator controls shown.

Fig. 3 is a further figure similar to Fig. 1 with the rudder and rudder control means shown diagrammatically.

Fig. 4 is fragmentary elevation of the servomotor driving means for the operating cables with parts broken away.

Fig. 5 is an inverted sectional view taken on line V--V of Fig. 4.

Fig. 6 is,a cross sectional view taken on line VI--VI of Fig. 4.

Fig. 7 is a detailed section taken on line VII VII of Fig. 5.

Fig. 8 is a face view of an altimeter with special electric control means operated thereby.

Fig. 9 is a sectional view taken axially of Fig. 10 with some of the parts left in elevation.

Fig. 10 is a cross sectional view taken on line X--X of Fig. 9.

Fig. 11 is a cross sectional view taken on line XI-JH of F a. 9.

Fig. 12 is a face view of a turn indicator withphotoelectric cells controlled thereby.

Fig. 13 is a fragmentary sectional view taken.

on line XIII-XIII of Fig. 12 with a diagrammatic showing of wires connected therewith.

Fig. 14 is a face view of a combined climb and dive setting device and a. bank and turn setting device.

Fig. 15 is a central section taken on line XV- XV of Fig. 14.

Fig. 16 is. an enlarged sectional view taken on line XVI -XVI of Fig. 15.

Fig. 17 isia fragmentary sectional view taken Fig. 18 is a horizontal sectional view taken on line XVIII-XVIII of Fig. 15.

Fig. 19 is an enlarged detailed view of the cable damping means.

Fig. 20 is a diagrammatic view of the electric I liquid level switch for controlling the power current whereby the airplane is caused to loopthe-loop or roll.

Fig. 25 is a view of the switch shown in Fig. 21 partially rotated to change the position of the liquid contact without breaking the circuit.

Fig. 26 is a view of said switch showing a greater degree of turn whereby certain other circuits are closed.

Fig. 27 is a sectional view of the liquid level switch taken on line XXVII DVII of Fig. 24.

Throughout the several views like reference characters referto similar parts and the numeral 38 designates an airplane of a standard make having a fuselage 32, wings 34 and 36. Ailerons 38 and 48 pivoted for hinged movement on axis disposed transversely of the plane are at the rear edge of wings 34 and 48 respectively, and are each provided with oppositely disposed horns 42 and 44. The upper horns 42 are joined together by cable 46 which is trained over ,pulleys 48 and 58 carried by stationary brackets 52. A hand-grip member or hand operated switch 54 is mounted for oscillation, longitudinally of the plane, on frame 56 which is pivoted at 58 to frame members 68 of the fuselage.

bearings 64 carried by frame 56. A flanged drum 66 is rigidly secured for rotation with shaft 62 when the hand-grip member is rotated in either direction. A cable 68 is attached to horn 44 of aileron 38, extends over pulley I8, pulley .12, thence over pulley I4, axially disposed to frame 56, then about pulley I6 to drum 66 where it is attached so as to wind and unwind as the member 54 is turned on its axis. The other aileron 88 is controlled by a cable I8 attached at its one end to horn 44 and passing over pulleys 88, 82, 84 and 86 thence to the drum 66.

It will be noted that the cables 68 and I8 are wound in opposite directions about drum 66 so that as one is being wound thereon, the other will be unwoundtherefrom, thus causing the ailerons to be moved in 'opposite directions. This is the standard manual control means for theailerons of the airplane and it is the purpose of this invention to provide automatic means which will take over and control the plane for stabilized flying whenever the operator releases the hand-grip control member 54 as hereinafter described.

The hand-grip member 54 is provided with two contact members 53 and 55 which are normally closed by the resilient contact member 51 which when gripped by the operators hand will move inwardly against 54 to open one of the contacts to break the circuit. Contacts 53 and 55 are connected in series as shown.

For the purpose of cleamess in showing the aileron, elevator and rudder controls, it will be noted that these controls are separately shown in Figs. 1, 2, and 3.

Fig. 2 shows the elevator controls. The elevators 88 and 98 are hingedly mounted at opposite sides of the fuselage at the rear end of the plane and adjustable to determine the degree of ascent and descent of the plane. Each elevator is provided with an upstanding horn 82 and a depending born 94. A cable 96 secured to horn 92 of elevator 88 is connected with frame 56 below its pivotal point, and cable 98 is secured to the depending horn 94 of elevator 88 and is attached at I88 to frame 56 above pivotal point 58. In like manner cables I8I and I82 are secured respectively to horns 92 and 94 of elevator 88 thence to the pivoted frame 56. When thus 75 It will be noted that member 54 is mounted on a shaft 62, mounted in connected the elevators will move in unison as the frame 56 is oscillated about its center 58.

Referring now to Fig. 3 wherein the rudder I84 mounted for oscillation about a vertically disposed axis at the rear of the airplane, it will be noted that side arms I86 and I88 disposed in opposite directions from the rudder are respectively connected by means of cables 8 and H2 to opposite ends of the foot bar control II4, which is pivoted at its center portion by pin II6 to the structural frame II8, so that, as the foot bar is oscillated, the rudder may be selectively moved to the right or left. It will be understood that the airplane structure above described is typical of the structures now in general use and that it is the purpose of the invention to augment this structure with further control means operable with said structure whereby the airplane is automatically piloted within certain limits hereinafter set forth.

Reference will now be had to servo-motor assemblies I28, I 22 and I24 which respectively operate to control the ailerons, elevators and rudder. The field coils of these motors are respectively indicated as I2I, I23 and I25. Since these servo-motors are substantially identical in structure, but one is shown in detail in Figs. 4, 5, 6 and 7. The servo-motor structure is secured to the plane frame work I26 and includes a reversible electric motor I28 having a driven shaft I38 on which is rigidly mounted a drive pinion I32. A worm shaft I34 disposed inparah lel relation with drive shaft I38 and mounted for rotation in frame I36 is provided at one end with pinion I32. Shaftl34 extends through a gear box I48 which in turn is.slidably mounted on guide rods I42 disposed in parallel relation to shaft I34. A shaft ifl'disposed at a right angle to shaft I34 and'mounted for rotation in gear box I48 carries a worm wheel I46 which rests on the top side of shaft I34 to maintain the shaft I34 in proper engaging relation to the lower worm gear I48 mounted on transverse shaft I58 journaled in the gear box I48 with one end thereof extending therethrough'to receive a sleeve I52 for longitudinal movement along said shaft. Sleeve I52 has a plurality of fingers I53 extending through openings I54 and adapted to engage in recesses I56 formed in the face of worm wheel I48 to secure it against rotation as the worm shaft I34 is rotated. It will be noted that shaft I58 is similarly grooved to receive pin I51 carried by worm gear I48 to prevent longitudinal movement thereof on the shaft. When the parts are in the position shown in Fig. 6 with fingers I53 disengaging recesses I56, the worm gear will idle on shaft I58 and there will be no resultant movement of the gear box, however when the fingers are inserted in the recesses of the gear, the gear will be secured against rotation relative to worm drive shaft I 34 and the gear box will be moved along worm shaft I 34 by the action of the threads, and the direction of movement will depend upon the direction of rotation of the electric motor I28.

When the electric motor has attained a predetermined speed, it is desired to secure worm gear I48 against rotation and this is accomplished by means of the following mechanism. A centrifugal governor I58 comprises a shaft I68 rotatably mounted in bearings I62 and I64 carried by gear box I48 and extends through bearing I64 to receive a =bevel gear I66 for rotation therewith. A sleeve I68 secured by pin I18 to shaft I60 is joined to a slidably mounted sleeve I12, mounted on shaft I60, by means of flexible members I14 having centrally disposed weights I16 which, when the shaft I60 is rotated at a predetermined rate of speed, will cause sleeve I12 to move toward sleeve I68. Sleeve I12 is grooved at I18 to receive shifting pins I80 mounted in the bifurcated end I82 of shaft lever I84 which is pivoted at I86 to an ear I88 integral with gear box I40.

The central portion of lever I84 is enlarged and provided with an opening I90 to receive the sleeve I52. Radially disposed pins I92 carried by sleeve I52 extend through slots I93 formed through lever I84, whereby as the lever is moved by the action of the governor I58 the pins I53 will be moved to and from the operative position in recesses I56 to control the worm gear I48. The governor is driven by gear I38 through pinion I94, rigidly mounted on shaft I96 which is mounted for rotation in frame I20, in parallel relation with worm shaft I34, and has a bevel gear I98 carried for rotation therewith disposed in driving relation with bevel gear I66. Bevel gear I98 is slidably fixed to shaft I96 by splines 200 which ride in grooves 20I formed in shaft I96. To prevent the gear box and attached parts from traveling too far along worm drive shaft I34, stop mechanism is provided at each end portion of shaft I96 to make inoperative the governor to release the worm gear I 48 for rotation.

Referring to Figs. '1 and 26, it will be noted that the hub 202 of gear I 98 is annularly grooved at 204 to receive the flange 206 of housing 208 whereby it is secured to the gear box I40.

The shaft I96 hasannular grooves 2I0 and 2I2 respectively adjacent its opposite ends. Furthermore, the grooves terminate at these annular grooves and are flared to make easy entrance for the splines. When the gear box I40 and attached parts are moved along worm shaft I34 by motor I28, the governor will operate to cause-the worm gear I48 to hold against rotation until, for example, the splines 200 are moved into the annular groove 2I0, at one end of the shaft, .when the gear I98 will become inoperative to drive the governor, so that it will move to its normal position and cause the pins I53 to move from their engagement with gear I48, to prevent further movement of the gear box along worm shaft I34. A sleeve 2 slidably mounted on shaft I96 is positioned from frame I36 by a compression spring 2I6 and is so spaced that when the parts are moved to the position shown in Fig. 22, the spring will be compressed, to exert a pressure on the gear and associated parts to return the splines to the grooves 200 as the motor is reversed to turn worm shaft I34 in the opposite direction. Due to the fact that the governor is at rest when the gear I98 becomes inoperative it is possible for the compressed spring 2I6 to force the gear and splines 200 into the operative position in grooves 20I. The cable 68 or any of the other operating cables referred to above, is secured to the gear box I40 by means of a clamp member 2I8, so that as the gear box is moved, the cable will be operated to cause the associated stabilizing or guiding means to operate.

Means for preventing sudden movements of the operating cables is shown in Fig. 19. The aileron, elevators and rudder control cable systems are each provided with at least one of these damping means. The damping means comprises two dash-pots 220 and 222 of like construction, and disposed in opposite directions relative to the movement of the cable 46, by means of which they are operated. Dash-pot cylinder 22I is pivotally mounted at one end by pin 225 to a standard 226 carried by a structural member 228 of the airplane in substantially parallel relation with the operating cable 46. A plunger rod 230 extends through guide sleeve 232 and is provided at its inner end with piston valve 234 which tends to compress the air in the cylinder 22I as it moves inwardly. An arm 236 adjustably secured to rod 230 has an opening 238 through which the cable 46 passes. An operating block 240 adjustably secured to cable 46 by means of set-screw 24I, engages arm 236 to operate rod 230 and compress spring 242 which is positioned in cylinder 22I between piston valve 234 and guide sleeve 232. A bleed-hole 244 serves to admit air to the cylinder as the piston is moved outwardly, and is controlled by a remote-control valve 246 located at the outer end of a conduit 248 which communicates with bleed hole 244. This con: trol valve can be set to regulate the flow of air from cylinder 22I as driving means for cable 46 is released and the compressed spring 242 returns the piston to its normal position. The speed of return of the piston 234 can be easily regulated by simply adjusting valve 246, which is positioned in convenient reach of the operator. When the cable 46 is operated in the reverse direction, the dash-pot 220 is idle and dash-pot 222 comes into use, through the action of operating block 241, and the flow of air through conduit 250 is controlled by valve 252. While this damping means has been shown in certain positions in the several cable systems, yet it is apparent that they may be placed wherever they will function to prevent too rapid return movement of the cables, after the servo-motors have set the stabilizing or guiding means. These damping means are intended to be set to produce movements of the stabilizing parts similar to those produced by the hand-operating means.

Reference will now be had to Figs. 14, 15, 16, 17 and 18 showing the mechanical means for manually controlling and setting the liquid level contacts whereby the certain electrical devices are controlled to determine the flying position of the airplane. These liquid level switches are positioned in relation to pre-determined airplane positions with relation to the horizontal, so that as the plane deviates from such positions the switches will operate to cause certain conditions in electric circuits whereby servo-motors will be energized to return the plane to the said predetermined position.

A housing 258 is constructed to contain both the altitude liquid level control 256 and the turn and bank liquid level control 251 and is adapted to be fixed to the airplane structure convenient to the operator.

The altitude liquid level switches, 260 and 262 are separately mounted on their respective tables 264 pivotally carried by arms 266 which are in turn pivoted at 268. to housing 258. The tables are independently adjustable relative to their respective carrying arms by means of screws 210.

By loosening one of the screws and tightening the other, the mercury switch can be set and secured in any desired position relative to its carrying arm. Carrying arm 266 for switch 260 is interconnected with rack bar 212 by link 214 and the arm 266 for switch 262 is connected with rack bar 216 by link 218. Rack bars 212 and 216 are disposed in parallel relation in a guide plate 280 with the teeth thereon facing each other so that the spur gear 232 rigidly mounted 'on'shaft 284 extendsthrough bearing 233 and is provided with a fixed bevel gear 290, which intermeshes with a bevel gear 292 carried by shaft 294 mounted for rotation in fixed bearing 286, and provided at its upper extremity with a bevel gear 233 which is in operative relation with a relatively large segmental gear 300, pivoted at 302 to bracket 304 and having a radially disposed arm 306 which extends through a slot 308 formed through the arcuate portion 3|0 of housing 253. Arm 306 is provided with a double pointer head 3l2 which indicates the position of the liquid level switches 250 and 262 on the graduated scales 3. As the head 312 is moved upwardly from the neutral or 3 position, the liquid level switches will be so set that the airplane will be caused to dive, and when moved downwardly the plane will climb. The reverse action might be made by a few simple changes in the wiring circuit which will be described. Furthermore, as hereinafter described, it is possible to set switches 260 and 262 and to determine the up or down movement by the altimeter.

, In the lower portion of housing 253 is mounted the manually controlled turn and bank mechanism-251 by means of which the liquid level switches 3i6, 3l3 and 320 are controlled. A carrying bracket. 322 having axially disposed trunnions 324 and 326 are mounted for rotation in bearings 328 and 330. Trunnion 326 of bracket 322 is tubular in form and is adapted to receive the tubular trunnion 332 of table 334, which has a forward trunnion 336 which is mounted in a recess bearing 338 formed in bracket 322. The bracket and table trunnions are inaxial alignment. Table 334 is provided with laterally disposed ears 340 carrying adjusting screws 342 by means of which the table is adjusted on its trunnions. The mercury switches are secured in fixed position on table 322 by means of cap plate 344. An operating shaft 346 journaled in housing 253 extends through the housing and is provided at its inner end portion with a spur gear 348 which is disposed in operative relation with spur gear 350 fixed to trunnion 324. The outer end of shaft 346 is provided with handoperable head 352 having diametrically disposed indicating pointers 354 which align with graduated scales 356. to indicate the direction and degree of turn or bank. Wires may be positioned through trunnion opening 351 for the mercury switches.

An operating arm 358, best shownin Figs. 15 and 16 is secured to trunnion 346 to operate a triple electric switch 360. This triple switch 360 comprisesa housing 362 insulated from housing 253 by plate 364 and having a transverse partition 366 with a central hole 363 formed therethrough in vertical alignment with a similar hole 310 in the upper wall of housing 362. A plunger 312 extends through these holes to contact a resilient tongue 314 mounted atits one end on post 316 and having three insulated contact points 313, 380, and 382 carried by its free end. The plunger 312 is normally held by compression spring 384 positioned between partition 366 and a skirt 336 carried by plunger 312 in the raised position and the resilient tongue 314 will cause contact points 330 and 332 to respectively contact points 383 and 330. When the operating arm 353 contacts plunger 312 as shown, the tongue 314 will be depressed so that contact point 318 engages point 332 and the other two sets of contacts will be open. These parts and their functioning will be further described in conjunction with the description of circuit and the general operating of the automatic pilot.

It is one of the principal objects of this invention to automatically maintain the airplane at a desired, predetermined altitude of flight and for this purpose the following altimeter controlled mechanism is provided. A standard altimeter 394 having an indicating pointer 396 which indicates the altitude of flight as it turns on its axis 333 to register with the indicia 400 on the calibrated scale 402. the altimeter is well known and therefore the operating parts are not shown.

The annular flange 404 extends outwardly'from the body of the altimeter housing and comprises spaced-apart transparent walls 406 and 403 to form an annular groove 0 into which the broadened end portions 2 of indicating points 336 extends for free movement therein. A tubular shaft 4 disposed in alignment with the axis of indicator 336 is fixed to the housing of the altimeter to extend rearwardly thereof and carries a cup-shaped housing 6, which extends forwardly to house the altimeter 394 and is spaced apart from the annular flange 404 to present an annular space 418 therebetween. A sleeve 420 of electrical insulating material is mounted for rotation on shaft 4| 4 and carries a bracket 422 having a U-shaped end portion 424 which straddles the rim 404. Thebody of the U -shaped member 424 extends through annular space 3 and has an inner arm 426 and an outer arm 423.

The inner arm 426 carries spaced-apart electric light bulbs 430 and 432 and the outer arm 428 carries photo-electric cells 434 and 436 which are in respective alignment with the bulbs 430 -and 432 with the end portion 2 of indicator 396 normally positioned therebetween to make inoperative the photo-electric cells for level flying. Should the altimeter operate to move 2 to a position between the bulbs and the photoelectric cells when the device has been set for a diflerent flying elevation, as hereinafter described, then the plane will level off when it has attained said elevation and will fiy at a substantially constant altitude until such time as the device has been again set for a different altitude. Sleeve 420 is enlarged at 435 and provided with an annular groove 431, in which is mounted contact points 433 and 440 electrically inter-connected by wire 442. A ring member 444 made of electrical insulating material is rotatably mounted on tubular shaft 4l4 and urged against the end of sleeve 420 by means of compression spring 446 mounted on shaft 4" between the" 5 block 464 carried by bracket 466 which is secured to housing "6. Spaced apart contact points 463 and 410 are carried by ring member 444 in operative relations with points 433 and 440 respectively. It will be noted that the points are so positioned relative to each other that when one set of points is closed the other will be opened,

The operation of furthermore only an extremely slight rotary movement of the sleeve 420 in either direction is required to change from the closing of one of the sets of contacts to the closing of the other. When setting the arm 422 one of the points 488 or 440 will engage the adjacent point to rotate the ring member about the tubular shaft 4 against the action of spring 445. To allow free movement of the adjustable arm 422 without interfering with the wiring, as hereinafterdescribed, ring contacts "I, 418, 415,411, 418 and 48! are provided as clearly shown in Fig. 9 with the usual ring and follow-up contacts. As an example of the general operation of this device it will be considered that the airplane is traveling at the elevation of 1000 feet and it is desired to change the elevation of flying to 2000 foot position, so that as the plane is elevated to the two thousand foot level the indicating points portion 412 will intercept the light to the photoelectric cells and the airplane will be leveled oil and maintained at said 2000 foot level by "the action of the altimeter in conjunction with the photo-electric cell controlled servo-motors.

The mercury switches 815, 818, 820, 258, and 252 are alike in construction and as shown in Fig. 23 each has an ellipsoidal housing 412 of substantially elliptical longitudinal form and of circular cross section made of an electric insulative material. I Each end portion 414 and 418 has a pair of spaced apart contacts protruding into said housing and terminating on the outside thereof for connection with conductors. A mass of mercury 418 positioned within the housing is adapted to rest adjacent the longitudinal center portion of the ellipsoidal housing when the major axis is in a substantially horizontal position and to move to one end thereof to join together the two contact points when the ellipsoid is tilted through a pre-determined arc.

Another form of liquid level switch shown in Figs. 24, 25, 26, 27 constitutes a body member 480 slotted at 482 and secured to a member 484 of the airplane by means of screws 488. By loosening the screws the body member 488 may be adjusted about its axis. The member 488 is preferably made of two similar members securely Joined together and provided with a recess 488 extending inwardly from adjacentthe periphery thereof to form pockets 480, 482, and 484, with pocket 484 terminating adjacent the center of member 480. A pair of spaced apart contact members 485 and 488 extends inwardly through insulating blocks 500, thence through pocket 488 and into pocket 482. A mass of liquid conductor 502, such as mercury is positioned in said recess 488 for free movement therein as the member 408 is rotated about its axis. The inner compartment 484 is provided with two contact points 504 and 505 with conductors leading therefrom to the outside of saidmember 488.

In Fig. 24 the liquid level switch is in the normal position with the airplane in the substantially horizontal position. As the airplane turns through 90 the switch will take the position shown in Fig. 25 and the circuit leading from contact members 485 and 488 will be maintained closed since these conductors are adjacent the outer wall of recess 488 along which the mercury 582 travels as the switch rotates with the airplane in the direction indicated by the arrow. In Fig. 26 the switch has rotated through an arc sumcient to move the mercury into the inner pocket 484 to close contact points 504 and 505 and to open contact members 485 and 488. In the operation of the airplane in rolling or looping the switch will be rotated a still further degree and the mercury 502 will be deposited in pocket 480 and the Points 504 and 506 will be opened and the conductors 486 and 488 will be again closed. This form of liquid switch is adapted for use in controlling the stabilizing means for special flying and. is adapted for use in the circuit shown in Fig. 20.

Reference will now be had to the diagrammatic electric circuit drawing shown in Fig. 20. This circuit is shown with the control members set for the airplane to ascend to a pre-determined level and to level off to fly at a substantially constant altitude under the control of the automatic pilot.

It will be noted that the hand grip member 54 has been released by the operator so that the resilient contact member 51 has moved outward ly to close contact members 53 and 55. These contacts 53 and 55 are connected in series by resilient contact member 51 so that when either one of the contacts are open the controlled circuit will be open. The positive line 5|0 of the power line for the pilot is broken with the ends thereof connected with the contacts 53 and 55 so that the power current must pass through the resilient contact member 51 from an electrical source of supply 5| I. The negative wire 5I2 of the power line is continuous from the source of power, not shown.

A series of switches 5|4, 515, M8, 520, 522, and 524 carried by a common support 525 and operated by an electromagnet 528 through the means of a bell-crank lever 580 pivot at 532 and an operating bar 534 having transverse pins 585 to engage and move a certain contact member of each of said switches. It will be noted that the electro-magnet 528 is energized to move the bell-crank lever 530, which serves as an armature to adjust the switches of the series so that switches 514, 520, 522 and 524 are closed and switches M5 and 5! 8 are open. When the electro-magnet is de-energized the spring 538 will force bar 584 downwardly to close switches 516 and 518 and to open switches 5, 520, 522, and 524. Another series of switches 540, 542, 544, 545, 548 and 558, mounted on support 552 and operated by electro-magnet 554 through bellcrank lever 555 and operating bar 558, is shown with the electro-magnet energized, whereby switches 540, 545, 548 and 558 are closed and switches 542 and 544 are open. When electromagnet 554 is de-energized then the spring 552 will operate to open switches 540, 545, 548, and 550 and to close switches 542 and 544. A further set of electro-magnetically 554, 555 and 558 are adapted to be operated by electro-magnet 510 through bell-crank 512 and operating bar 514. The electro-magnet 510 is de-energized and the spring 215 is holding the switches 554, 565 and 558 in the open position, furthermore when the electro-magnet is energired the switches will all be moved to the closed position. A set of switches 515, 518 and 580 are normally held in the open position by means of spring 584 attached to the bell-crank armature 588 which is adapted to move switch operating bar 588 when the electro-magnetic coil 588 is energized as shown in the drawings to close the switches.

Relay 582 comprises an electro-magnet 584 stationarycontact 666 in path of travel of said armature. A similar relay 600 consists of electro-magnet 602, contact armature 604 and stationary point 606 mounted in the path of travel of said armature. When either of the electro-r,

A standard turn indicator 609 shown in Figs.-

12, 13 and 20 having the usual gyroscopic controlled needle 6I0 pivoted at 6I2 is provided with transversely disposed ears 6 and 6I6-adjacent its free end. These ears 6 and H6 are adapted to intercept light from bulbs 618 and 620 which are positioned, as shown toshine through openings 622 and 624 to respectively energize photoelectric cells 626 and 626. When needle 6I0 is in the position shown in Figs. 12 and 13 no light will enter the photo-electriccells from the bulbs, however should the plane deviate a pro-determined degree from the straight course the turn indicator and parts secured thereto will movev transversely oi the needle to admit light to one of the photo-electric cells which will operate to energize motor I24 and cause the rudder to be adjusted to bring the plane back to saidstraight course. When the plane is guided back to the straight course the turn indicator will move back tothe normal position to cause the needle projections to cover opening 622 or 624 as the case may be. Itis quite evident that a deviation to the right will necessarily cause the rudder to operate in one direction while a deviation in the opposite direction will cause the rudder to operate iii the reverse direction.

Relays 630 and 662 are controlled by photoelectric cells 626 and 620 which are energized by electric current from any suitable source, such as battery 634. tact 636, coil 636 and contact point 640. In Fig. 20 the relay 630 is shown open. Relay 632 comprises a coil 642, contact armature 644 and stationary contact point 646. The turn indicator Relay 630 has an armature con-' 606 with associate parts also relays 630 and 632 function to cause the rudder to operate and hold the airplane in a substantially straight course.

As a further means to properly direct the elec tric current to servo-motor I24 for operating rudder I04 two electro-magnetlcally operated series of switches 646 and 660 are provided. Series 648 comprises switches 662, 664, 666, 668 and 660 I carried by member 662. An electro-magnet 664 operates bell-crankarmature 866 to move operating bar 666 which is adapted to operate switches 662 and 664 in reverse direction to switches 666,

' 658 and 660. The switches are normally held as shown by spring 66!. The series 660 comprises switches 610, 612, 614, 616, and 616 mounted on member 660. An electro-magnet 682 is shown energized to oscillate the bell-crank armature 664 to operate operating bar 686 and move switches 610 and 612 to the open position and switches 614, 616 and 616 to the closed position. The spring 666 lly holds the operating bar in the down position to close switches 610 and 612 and to open switches 614, 616 and 616.

A standard delay switch 690 having contact arms 692 and 664 normally spaced apart by the action of the electrical resistance bar 696 and adapted to be moved together to close the switch as current is fed to bar 696 to raise its temperature and cause it to expand. This delay switch is shown to operate in conjunction with servomotor I20, however one may be used to delay the action of the motors I22 and I24 also.

The wiring connections between the switches. relays, electro-magnets, photo-electric cells, light bulbs, etc., as shown in Fig. '20 will now be described.

The photoelectric cell 434 is connected by wire 100 to ring contact 41 I, wire 102 to electro-magnet 602 then by wire 104 to battery 606 and by wir 106 to ring contact 413, thence by wire 106 to the other terminal of the photo-electric cell 434. One terminal of photo-electric cell 436 is connected by wire 1I0 to wire 106 and the other terminal thereof is connected by wire 1 I2 to contact ring 416, which in turn is connected by wire 1I4 to electro-magnet 694, thence by wire 1 to wire 104. The light bulb 432 is inter-connected by wire 1" through contact ring 411 to the positive feed line 6". The other terminal of lamp 432 is connected by wire 120 through ring contact 416 to the negative feed line 6I2. Light bulb 430 is connected in multiple with lamp 432 to wires H8 and 120.

The electro-magnets 694 and 602 are shown energized with the respective armatures 596 and 604 thereof moved to contact their respective contact points 598 and 606. Contact point 606 is connected by wire 122 to one side of magnet coil 526 and armature 604 isjoined to the positive feed wire 5I0 by wire 124. Magnet coil 528 is joined to magnet coil 654 by wire 126 which in turn is joined by wire 128 to negative wire 120. The other side of magnet coil 554 is connected by wire 130 to contact 596. Wire 132 connects armature 696 with wire 124.

The servo-motor I22 and also the motors I26 and I24 are reversing shunt-wound motors and it will be noted that in the diagrammatic showing in Fig. 20, I22'designates the rotor and I23 the field winding of the motor. The positive side of the motor I22 is connected by wire 134 through wire 1I8 to the positive feed wire 610.

Referring now to the field coil I23, through which it is desired to pass the current in opposite directions to reverse the motor, it will be noted that the wire 136 is connected through switch 564 to wire 120 to connect with terminal 136 of field coil I23. Terminal 138 is also connected by wire 140 through switch 616 to the positive feed wire 6I0. The other terminal 142 of field coil I23 is connected by wire 144 through switch 666 to positive wire 1I6 to feed wire 5"). Terminal 142 is also connected by wire 146 to one terminal of switch 616 while the other terminal of 516 is connected by wire 148 to the negative feed wire H2. The negative side of the rotor of motor I22 is connected by wire 150 through switch 524 to wire which joins the negative feed wire 6I2. Wire 152 connects with wire to one terminal of switch 550 which is connected at its other terminal by wire 154 to wire 148 connected with the negative feed wire 5I2. Wire 156 joins wire 150 and connects it with one terminal of switch 668 while the other terminal of said switch is connected by wire 168 to wire 120. One terminal of switch 522 is connected by wir 160 to wire 144 while the other terminal of said switch is connected by wire 162 to one terminal of switch 644 and the other terminal of switch 644 is joined to wire 140 by wire 164. Wire 166 joins one terminal of switch 620 with wire 136 and the other terminal of said switch is connected by wire 166 to one terminal of switch 542 while the other terminal thereof is connected by wire 110 to wire 146 which in turn is connected with negative feed feed wire III.

wire l2. One terminal of switch IIIjoins wire III through wirexII2 while the other-terminal thereof is connected by wire I14 to one terminal of switch 5 while the other terminal thereof is oined to wire III by wire "I. One side of switch 548 is connected'by wireIII to wireIII and the other side-of switch III is joined by wire I53 to one side of switch III'while the other side of said switch isv joined by wire III to wire 'I2I connectedto negative feed wire-H2.

Wire 'III joins one terminal of switch III with wire III while the other terminal thereof is connected by wire III to one terminal of switch I and the other terminal of switch III-is connected by wire "2 through ring contact I to wire 442 which is common to contact points 4" and 440. Contact point 4 adapted to close the circuit point 43I is connected through wire III to ring contact 4" thence through .wlre-JII toone point of switch III of liquid level switch 2" while the other point thereof is connected by wire III to one side of the electro-magnet III. The other terminal of electro-magnet III is connected by wire I90 to wire III-which in turn is connected with negative feed wire II2. Wire I92 connected, to wire III contacts one of the points of switch 193 of liquid levelswitch 26. while companion terminal thereof is connected through wire I94 to one terminal of "electro-magnet III and the other terminal of said elec'tro-magnetds connected by wire ISI to wire III. "One terminal i q of switch I91 at one endof liquid level switch 282 is connected by wire III through ring contact 455, wire III to contact point .4". The anode of photo-electric cell I2I is connected by wire III with one terminal of electro-magnet III while the other terminal thereof is connected by wire III with contact point I92 of switch I14 having its. other terminal connected by wire II2 to one terminal of battery I34 while the other terminal of said battery is joined by wire I tothe cath-' ode of photo-electric cell I. The anode of photo-electric cell 6" is joined by wire III to one terminal of electro-magnet I42 while the other terminal thereof is connected by wire'III to wire III. The cathode of photo-electric cell IN is ioined'by wire I20 to wire III.

One terminal of light bulb I2. is connected by wire 822 to the positive feed wire III and the other terminal thereto is connected by wire 824 to the negative feed wire- Il2. Light bulb III is connected in multiple with light'bulb I2I'by wires I24 and I22. When photo-electric cell I2! is energized, as shown, the electro-magnet I42 will move armature I44 against contact III. This contact'is connected by wire I2I which joins with one terminal of electro-magnet II2 while the other terminal of said m et is connected by wire 828 to wire I which in turn is connected with the negative feed wire II2. The

other rela III has a contact member III which is contacted by armature III when the electromagnet 838 is energized. This contact I is connected by wire I30 to one pole of electro-magnet 664 while the other pole is connected by wire 832 to wire I28. Wire I34 is common .to both armature contact members I44 and III to connect them to wire I22 which Joins the positive Wire III Joins wire III with contact 388 of a switch having a cooperating contact point 380 which is joined by wire III to wire III. Wire 8" serves to connect wire I26 with contact point III of a switch having a contact point 382 in operative relation therewith which in turn is connected by wire I42 to one 1| pole ofswitch I42 of liquid level switch III. The other pole of switch I43 is joined by wire I44 to the positive feed wire III. One terminal of the rotor of motor I2I is connected by wire III to the positive feed wire while the other terminal thereof is connected by wire III to one terminal of switch III of liquid level switch 320. The other terminal of switch I4! is connected by wire III to wire III which is connected with negative feed wire Il2. A wire I52 connects with wire III to connect with one terminal of switch III of liquid level switch "I while the other terminal thereof is connected by wire I54 to wire III. One of the terminals of switch III of liquid level switch III is connected by wire III with the negative-feed wire II2. The other terminal of switch III is connected by wire III to one of the switch arms 692 to time, delay switch III while the other switch member I94 is connected by wire III to one terminal of the field coil I2l. The other terminal of field coil I2I is connected by wire II2 to one terminal of switch III of liquid level switch III while the other terminal thereof is joined by wire II4 to wire III. Switch member II2 is also connected by wire III to one terminal of switch III of liquid level switch III. Wire III connects the other terminal of switch I" with wire I44. Wire III joins the lower terminal of field coil I2I with the wire 842.

One rotor pole of motor I24 is connected .by wire-III to the positive teed wire III while the other pole thereof is connected by wire I12 to one of the terminals of switch I" while the other terminal thereof is connected by wire I14 to wire III joining one terminal of switch III to wire I24 which connects with negative feed wire III. The other terminal of switch III is connected by wire "I to wir I12. One terminal of field coil I25 is joined by wire III to one terminal of switch I14 and the other terminal of said switch is connected by'wire II2 to one arm of switch II2 while the other arm thereof is connected by wire III to wire I22. The same terminal of field coil I26 is connected by wire III to one terminal of switch III and the'other terminal of said switch is connected by wire III to one terminal of switch I" while the other terminal of this switch is connected by wire III to wire I24 connected with the negative feed wire II2. The other terminal of field coil I25 is connected by wire II2 to one terminal of switch III while the other terminal thereof is connected by wire II4 to one terminal of switch 654 having its other terminal connected by. wire III to wire I24. Also connected to the same terminal of field coil IN is a wire III which joins one terminal of switch III and the other terminal thereof is connected by wire III to one terminal of I12 while the other terminal of I12 is connected by wire II2 to wire I22 which Joins with the positive feed wire III.

This diagrammatic electric circuit, Just described and shown in Fig. 20, indicates a setting of the control elementsto cause the airplane to ascend to a predetermined level and then to level oil and maintain a substantially constant altitude under the control of the automatic pilot.

It will be noted that the contact member II of the hand-gripping means I4 has moved to the contact position with contact points 53 and 55 so sthflt electric current to the feed wires III and II2 are constantly energized to supply power to the parts of the automatic pilot. The reversible servo-motor I22 is to be controlled to regulate armature 888, wire 132, wire 124.

the elevators 88 and 98 to determine the angle of ascent or descent and also to make corrections for level flying.

When the plane i traveling at a given altitude and it is desired to increase the altitude to a pre-determined height then the operator sets the arm 422, shown in Fig. 9, to a position on the scale 482 to indicate the desired altitude to be attained. This setting moves the photo-electric cells. Furthermore, the operator sets the indicator pointers 3I2 to properly set the liquid level switches 288 and 262 for the degree of, climb required. With the setting of arm 422 the contact pointers 438 and 488 will be closed and points 448 and 418 will be open.

With the liquid level switches 288 and 282 relatively inclined as shown the switches 181 and "I will be closed and switches 183 and 181 will be open. So long as member U2 is not positioned to intercept the light bulb from photo-electric cells 434 and 438 the electro-magnets 884 and 882 will be energized to close the contact points I88 and 888. One side 01' the lamps 438 and thereof through wire "2, ring 418, wire 1,

through electro-magnet 884, to connect with one pole of battery 888 through wires H8 and 184. The other pole of the battery 888 being connected by wire 188 through ring 413 to wire 188, thence by wire 1I8 to the cathod of photo-electric cell 438. Since both of the electro-magnets 884'and 882 are energized, armature 888 will be in' contact with point 888 and armature 884 will be in contact with point 888 to close the circuits.

Current from the positive feed wire 8I8 passes through wires 1I8, wire 124, armature 884 to win: 122 through electro-magnet 828, wire 128,

electro-magnet 884, wire 138 through point 888, Wire 126 joining the electro-magnets 528 and 884 is Joined by wire 128 to wire 128 leading to the negative feed wire 8I2. It will be noted that both the electro-magnets 828 and 884 are energized with the liquid level switches 288 and 282 positioned as shown with switch 181 and switch 88I closed. The electric current from positive feed Wire 8l8 will pass through wire 1I8, wire 118, switch 8,

wire 188, switch 548, wire 182, through ring 48I,

wire 182, wire 442, contact point 488, to contact point 488, to wire 184, through ring contact 488, to wire 188, through closed switch 181, to wire 188, thence through electro-magnet 888, which closes switches 818, 818 and 888, thence through wire 188, to wire 148, which joins with the negae tive feed wire l2.

When so connected, the current from the negative wire 5I2 passes through wire 148, switch 818, wire 148, to the field coil I23 of motor I22, thence to wire 148, through switch 816, to wire 148 which connects with the positive feed wire 5I8. The direction of flow of the current through the field coil I23 will determine the direction of rotation of the rotor of motor I 22 to be moving the elevators in the direction for an ascent 01' the plane. the liquid level switches :00 and-282 are 'tilted in the opposite direction then the direction of current flow, through field coil dive by means of the altimeter the operator simply turns the arm 422 to the desired position, thereby selectively closing contact points 438 and 488 or the contact points 448 and 418.

As stated above, when the contact points 438 and 488 are closed and the switches 181 and 88I are closed the airplane will be caused to climb. In order to reverse the direction from a climb to a dive the operator simply opens contact points 438 and 468 and closes contact points 448 and 418.

When the airplane has attained the elevation, as indicated by the altimeter, then the opaque member 2 will be positioned to intercept the light from light bulbs 438 and 432 to the respective photo-electric cells, which will open circuit to electro-magnets 828 and 854 thus opening circuit source to electro-magnets 818 and 888 through mercury switches. The airplane will now travel at a pre-determined altitude and should the plane move above or below this altitude then 4I2 will move out of alignment with one of the light bulbs 438 or 432 to energize the corresponding photo-electric cell thereby causing the motor I22 to rotate in the proper direction and move the elevators to bring the airplane back to said pre-determined altitude. When the plane is being flown and controlled by the liquid level switches at a constant altitude the liquid level switches 288 and 262 are maintained in parallel horizontal relation. These liquid level switches 268 and 282 are positioned in longitudinal relation with the fuselage of the airplane so that they will control the angle of climb or dive as indicated above.

Now, considering for example that photoelectric cell 434 is made inoperative then the current flow to motor I22 will be as follows:

Electro-magnet 682 will be de-energized and armature 884 will break contact with point 888 so that current from negative feed wire 8i2 through wire 128, wire 128, wire 128, electromagnet 884, wire 138, contact point 888, armature 588, wire 132, wire 124, wire 1I8 to the positive feed wire 5I8. The current from negative wire 8I2 passes to wire 128, wire 188, switch 8I8, wire 183, through switch-848, wire 15I, wire 148, terminal 142 of field coilI23, through field coil to terminal 138, wire 148, to wire 116, switch 848, wire 114, through switch 8I6, wire 112, to wire 1I8 which connects with positive feed wire 5", thus causing the flow or current through the field coil I23 in the proper direction to cause the motor to maintain the airplane at the proper inclination. When the liquid level switches 288 and 262 are inclined in reverse direction from that shown in Fig. 20 and the plane is moving on a downward course then the opaque member 2 will be on the reverse side of the photo-electric cell assembly and will move to intercept light from bulb 432 to photo-electric cell 438. When this occurs the magnet 528 will be energized and electro-magnet 854 will be de-energized and the current will be caused to flow through the field current I23 in the reverse direction to maintain the proper angle of dive.

To prevent transverse tilting of the al 1 in the straight-away level flying position l iq iii level switches 3I8, 3I8 and 328 are provided.

These switches are disposed transversely of the fuselage and are adapted to be tilted in either direction by hand wheel. 002 to control the aileronsfor turn or bank. These liquid level switches are shown in the horizontal position so that all switches controlled thereby are open. Therefore, so long as the transverse axis 01' the airplane remains in a horizontal position these switches remain inactive and the ailerons maintain their normal position for level flying; however should the airplane be tilted in either direction then the switches at the low side of the liquid level switches 010, III and 020 would be closed and the servo-motor I20'would be operated in the proper direction to move the ailerons,

whereby the airplane would be returned to a transverse horizontal position. For example it will be considered that the airplane tilts transversely so that switches 000, I40 and 040 are closed then the current from the negative iefed wire "2 will pass through wire 000, through switch 000, wire 000, through the standard delay switch 000, to the field coil I2I of motor I20, thence to wire 000, wire 042, through switch 040, wire 044, to the positive feed wire 0III. When the liquid level switches are so tilted the current to the rotor of motor I passes from feed wire 0I0, wire 040, motor I20, wire 040, switch 049, wire 000, wire 000, to negative feed wire 0I2. This will cause the motor I20 to rotate and move the ailerons 00 and 40 in reverse directions to cause the plane to return to the transverse, level position. When the plane is tilted so that switches 001, 000 and 000 are closed then it is quite apparent that the motor I20 will be rotated in the reverse direction to straighten the airplane to the straight-away flying position:

When it is demred to bank the airplane for a turn, it will be noted that arm 012 will be moved out 01' engagement with resilient switch arm 0" thereby closing points 000 and 000 and also the points 002 and 000. At the same time switch points 002 and 010 will be open. Since it is essential to also control the rudder during the turn ing operation, it will be noted that the current to the electro-magnets I04 and 002 for the reversal oi the direction of rotation of motor I24 is controlled through the liquid level switches III and III withtheswitches III and III in the tilted position as described above. From positive feed wire III the current passes through wire 044 to closed switch 000. to wire 042, to point)", point 200, wire 040, wire 020, through magnet 002, to wire 024 which connects with negative feed wire 0|2. The flow of current to the motor I24 when electro-magnet 002 is energized, as shown, will be described when showing the circuit as controlled by the turn indicator. It will thus be apparent that the tilting of the liquid levels III,

III, and 020 is adapted to control the operation of motors I20 and I24 in both directions to resulate the position of the ailerons and the rudder. So long as the operator leaves the switches III, III, and 020 in the tilted position relative to the transverse plane of the airplane, the airplane will fly in a circle at an angle depending upon the angle of inclination 01' said switches. While a specific mechanical means has been provided for the various control and adjustment devices it is very apparent that various changes might be made without departing from the spirit of the invention and it is therefore desired to be limited only by the scope oi the claims.

The turn indicator shown in Figs. 12 and 13 positioned in Fig. 20 with the light from bulb I20 shining through opening 024 to energize photo-electric cell 020 thus causing a current to be set up in line III, magnetic coil I42, wire III, to wire III, thence from point 002 to point 010, arm 014, wire 0I2, to battery I04, wire III, wire 020, to the cathode of photo-electric cell 020. This energizing of magnetic coil I42 closes the armature 044 so that the current from negative feed 0I2 passes through wire 024, wire 020, through electro-magnet 002, to wire 020, point 040, armature I44, wire 004, to wire 022, which connects with the positive feed wire JII. This energizes electro-magnet 002, to close switches 014, III and 010 and to open switches I10 and 012.

The current from the positive feed wire 0" passes through wire 022, wire I04, switch 002, wire 002, switch 014, wire 000, to one side of the field coil I20 of motor I24. The other side oi said field coil I20 is connected by wire 002, through switch 010, wire 004, switch 004, wire 000, to wire 024 and negative feed wire 0I2, to wire 024 which connects with negative feed wire H2. The rotor current of motor I24 from positive teed wire 0I0 passes through wire 010 to one pole of the rotor. The other pole of said rotor connects with wire 012 through switch 010, wire 0', wire "I, to wire 024, which joins the negative i'eed wire 0I2. It is quite apparent that should member IIO be moved in the reverse direction that electro-magnets 000 would be energized and 002 would be de-energized, therefore reversing the direction of flow of current to the field coil I20 to reverse the motor -l24 which would operate the rudder in the reverse direction to correct the direction of travel.

0n straight-away flying the moveable tumindicator member IIO normally covers openings I22 and 024; however should the plane vary from a straight course, one of the photo-electric cells would be energized to cause the operation 01' servo-motor I24 which in turn would operate the rudder to return the airplane to the proper course. It is apparent from the above description that this automatic pilot will maintain the airplane in straight-away level flying, that it can be set by the operator to climb or dive at a predetermined angle and to level oil at a predetermined altitude. Furthermore, it may be set by the operator to produce the desired angle 01' turn and degree of bank of turn in either direction when flying at a given altitude or during the climb or dive.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is:

1. In an automatic pilot for airplanes as described, a pivotal stabilizing element, a slidably mounted gear box, a cable connecting said stabilizing element with said slidably mounted gear box, an electric motor adapted to be energized when the airplane varies from a predetermined stable position, a worm drive shaft driven by said motor, a worm gear mounted in said gear box to operatively engage said worm drive shaft, a clutch member carried by said gear box operable to lock said worm gear against rotation, a centrifugal governor carried by said gear box and driven by said electric motor adapted to operate said clutch member to loclr' said worm gear whereby the worm shaft will engage the locked worm gear and cause the sear box to move longitudinally of said worm shaft.

and also diagrammatically in Fig. 20 is shown 70 2. In an automatic pilot for airplanes, a pivotal stabilizing element, a slidablymounted gear box, a cable connecting said stabilizing element with said slidably mounted gear box, a reversible electric motor adapted to be energized when the airplane substantially varies from a predetermined stable position, a worm drive shaft driven by said motor, a worm gear normally mounted for rotation in said gear box to operatively engage said worm drive shaft. a clutch member carried by said gear box operable to lock said worm gear against rotation, a centrifugal governor carried by said gear box and driven by said electric motor adapted to operate said clutch member to lock said worm gear. against rotation whereby the worm shaft will engage the locked worm gear and cause the gear box to move longitudinally of said worm shalt.

EARL HENRY FRANCIS. 

